Fluid-pressure automatic brake mechanism



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' G. WBSTINGHDUSR-Jr. FLUID PRESSURE AUTOMATIC BRAKE MEGHANISM.

No. 376,837. Patented Jan. 24;'188'8'.

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y G. WESTINGHOUSE, Jr, R FLUID PRESSURE AUTOMATIC BRAKE MEGEANISM.'

No. s765837. A `11m-mm1 JAA-24,1888.

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A 21 Sheefs'-.Sheet 3l G. WESTINGHSE, JI. FLUID PRESSURE AUTUMATIG BRAKEMBCHANISM.

(No Model.)

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Patented Jan. 2.4, 1888,

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WITNESSES:

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v G. WESTINGHO'U-S'RJI. FLUID PRESSURE AUTOMATIC BRAKE MEHANISM. y I No'. 376,837. Patented J`a,n.`24, 18.88,

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GEoRenWE'sTiNGHoUsE, JR., on PiTTsBURG,PENNsYLvANiA.

FLulDfPREssURE AUTOMATICy BRAKl-:iMsoi-IANI'SM.

SPECIFICATION forming part of Letters Patent No. 376,837, dated January 24.-, 1888,.y

Application filed October 1, 1887. 'l Serial No. 251,195.` (No model.) Y

To all whom it may concern:

Be it known that I, GEORGE WEsTING- HOUSE, Jr., residing at Pittsburg, inthe county of Allegheny. and State of. Pennsylvania, a citizen of the United States, have invented or discovered 'certain'new and useful Improvements'in Fluid -Pressure Automatic Brake Mechanisms, of which yimprovements the fol'- lowing is aspecication. My present invention relates to appliances of the class exemplified in Letters Patent of the United States No. 360,070, granted and.

` issued to me`under date of. March 29,1887;

cylinders may beeftected as directly as practicable and through passages of pacity as .may be desired. Y

The improvements claimed are hereinafter' as llarge can fully set forth.

'In the accompanying drawings, Figure 1 is an inverted plan view of a portion of a rail-y road-car,illustrating the application of myinvention; Fig. 2, a. .longitudinal section,on an enlarged'scalathrough a valve mechanism embodying my invention at the line w fw of Fig. 3; Fig. 3, atransverse section through the same at the line x x of Fig. 2; Fig. 4, a top View of the main slide-valve; Figs. 5 and 6, transverse sections .through the same at the lines y y and z z, respectively, of Fig. 4; Fig. 7 a'longitudinal section through the main slide-valve bush'- ing, taken parallel to thevalve-face thereof;

Fig. 8, a longitudinal section through a valve mechanism, illustrating a modification of my invention at the line o 'u of Fig. 9; Fig. 9a

transverse section th rough the same at the line yu u of Fig. 8; Fig. 10, asimilar section through stantiany with those .set forth in my Letters Patent No. 220,556, dated October 14,1879', and

No. 360,070, dated March 29, 1887. The operativemechanism of thetriple valve proper is, as

chest,10,lwhich in this instance is secured toene end of the auxiliary reservoir 6, to the oppo-l Vin saidy Letters Patent, inclosed withina case ori 4 venient position on or under the sills vor lower framing, 1, of the car, to which the mainair or brake pipe 2, having the usual flexible connections and couplings,is likewise secured',and

the brakeicylinder is fitted with a pistonlby` the movements of which, through proper lever-connections, the brake-shoes are 'applied to and released from the Wheels of rvthe car.

The portion of the triple-valve case 10 .which formed `the seat or valve face ofthe inain'slide (valve 14,'the bushing 24forming a'chamber-d within which the valve is iittedto reciprocate, yg Y said chamber communicating at one end'with the auxiliary reservoir and at the other with abushing, 11, forming the chamber of 'a"pisv Y 8o y ton, 12secureduponthe stem 13 of the valve adjoins the auxiliary reservoir 6 is lined v vith f -an open-ended valvebushing, V24, on which is.

14. A cap or draincup,.yl9, is secured upon f the end of the valve case 1 0, inwhich the bushing 11 is fixed, and communicates Ywith i f the chamber inclosed bysaid bushing through Aa series of ports, 20. A supplemental. valvechamber, 54, .is cast upon `or secured to the Which'is cast uponthetriple-valve' ease and.Avn provided with lugs to which vthe outer or'cap' section is secured by bolts 55. The chamber 54 communicates by a passage, 17, withthe `main air or brake pipe 2, and by a passage,

16, withthe brake-cylinder 7, communication between the passages 16 and 17 being-opened and closed as required in setting and releasing the brakes by interposed valves 41 and 49, as hereinafter described. y l

The valve-,bushing 24 is provided with ports municates with a channelor passage, 60,1ea'd'- ing into the brakecylinder passage 16. vThe passages 61, (indicated in dotted lines in Figs.

2 and3,) leading into the supplemental valvechamber 54, and the port 59 communicates with a channel, 34, leading to the relief or exhaust port` 15. 'Ihe main slide-valve 14 is provided with alongitudinal passage, 31, eX-

tending from its end adjacent to the piston 12 to a point on its face, said passage being governed by a graduating-valve, 29, secured upon astem, 30, which is fixed to the valve-stem 13 and-receives a limited degree of traverse independently of the main slidevalve 14 in order to open and close the passage 31. To this end the collar 27 and shoulder 28 of the valve-stem by which the valve 14 is moved are, as heretofore, set at a distance apart slightly greater than the length of the valve. A lateral port, 32,' establishes communication between the valveface end of the passage 3l and the interior of the bushing 24 and auxiliary reservoir 6 when the graduating-.valve 29 is moved off its seat in the passage 31.

A lateral recess or cavity, 66, is formed in the face of the valve 14 adjacent to the openring of the passage 3l, in position to register with the port 58 when brought in line therewith in the movements of the valve, and an exhaust recess or cavity, 62, which is widened at one end to extend over the openings of both the ports 57 and 58, is formed in the face of the valve 14 adjoining its opposite end. The exhaust-recess 62 serves in one position ot' the valve to establish communicationbetween the brakecylinder and the release-port 15 through the passages 60 and 34, and in another to put the bottom of the supplemental valve-chamber in communication with the releaseport through the passages 61, 57, 58, and 59. A

vsupplemental port or passage, 35, leads from the end of the valve 14 adjacent to the auxil iary reservoir to a point on the face ot' the valve so located that at the limit of the traverse of the valve-stem and valve 1 4 in the application of the brakes communication will be established between the auxiliary reservoir and the brake-cylinder through the passages 35, 60, and 16.

A supplemental piston, 63, which may be provided with apacking-ring, is fitted to traverse'in the end of the supplemental valvechamber 54 adjacent to the triple-valve case 10, and in its movement outwardly therefrom to bear against the stem 64 of a supplemental valve, 41, which opens outwardly or in the direction of the brake-pipe passage 17, and is seated upon and over an opening in a transverse partition, 65, interposed between the two `sections of the valve-chamber 54. A checkvalve, 49, which opens inwardly and is seated adjacent to the outer end of the valve-cham ber 54, governs communication between the same and the passage 17, leading from the brake-pipe thereto. A spring, 50, bears at its ends upon the stems of the valves 41 and 49, and acts tohold the same to their respective seats during such periods as a substantial equilibrium of pressure is maintained lin the brake-eylinder and brake-pipe and when the valve 41 is not subjected to pressure by the piston 63. The check-valve 49 may, if desired, be omitted, the supplemental valve 41 being `in suoli case held to its seat by a spring sufciently strong to retain within thebrake-cylinder a suiiicient pressure to stop the train in the event of a rupture of the brake-pipe or of the escape of air therefrom bythe train breaking in two.

In operation the application of the brakes under such fraction of the maximum force as is required for making ordinary stops is effected, as in my prior constructions, by discharging a portion of the air from the brakepipe through the engineers valve, the preponderance of pressure thereby induced in the auxiliary reservoir moving the piston 12, stem 13, and main slide-Valve 14in the direction ot' the drain-cup 19 until such movement is arrested by the decrease of pressure in the au x1 iliary reservoir or by the tension of the spring 39 on the stem-36, against which the stem 13 abuts. The graduating-valve 29 having been meanwhile unseated by the movement of the stem, compressed air from the auxiliary reservoir passes through theport 32, passage 31, passage '60, (with which in this position of the valve 14 the passage 31 communicates,) and passage 16 to the brake-cylinder 6, forcing ont the piston thereof and through the usual connections applying the brakes.

In making emergency stops, or when it is desired to apply the brakes with the greatest rapidity and greatest available force, sufficient air is discharged by the` engineer to effect a sudden and material reduction of pressureas, say, twenty pounds per square inch-in the brake-pipe, the effect of whichis to force the piston 12 and main slide-valve 14 to the extreme limit of their stroke in the direction of the drain-cup 19. \Vhen in such position, the port 58 of the valve'bushing 24 will be opened by the valve-recess 66 and the port 57 by the port 32 and passage 3l, permitting the passage vof air from the auxiliary reservoir through the ports 57 and 58 and communicating passages 61 to the supplemental valve-chamber 54,011 the inner side of its piston 63. The pressure thereby exerted upon the piston 63 forces the latter outwardly, its bearing in its outward movement upon the stem 64 of the supplemental valve 41 raising the latter from its seat, upon which the preponderance of pressure in the brakepipe and connected passage 17 opens the check-valve 49 and admits air directly from the brake-pipe to the brake-cylinder through the passage 17, chamber 54, and passage 16.

It will he observed that the passages 17 and 16 may be made of as large diameter as desired without interfering with other portions of the mechanism, and that the traverse of the air from the brake-pipe to the brake-cylinder is comparatively short and direct. When the main slide 14 has been brought into position ICC IIO

to effect the admission of air from the brakepipe to the brake-cylinder, as above described,

its port 'is in' communication with the ports 56 and 60 and the pressure theretofore exerted in the brake-cylinder is augmented by that existing in the auxiliary"reservo,ir, the air from which passes to lthe brake cylinder `through the ports 35, 56, and 60. Upon the reduction of pressure in the brake-pipe below that in the brake-cylinder-the check-valve 49 is seated-by the higher pressure on its'inner` side and by the spring 50, or, if equilibrium of pressure exists in thebrake-pipe and brakecylinder, by the spring 50, thereby preventing the brake-pipe. i

In releasing the brakes the pressure in the brakepipe is reinstated by the admission of air from themain reservoir, when the increased pressure, acting through the passage 17 and 18 and openings 20upon the adjacent side of the piston 12, forces the latter and the conthe return of air from thefbrake-cylinder to 'vnected main slide-valve 1'4 in the opposite direction, the first eiect of which movement is to open the ports 6l', 5,7, and 58 to the releaseport-15 through the exhaust-cavity 62 of 'the lvalve 14, whenrthe piston 63- is moved inwardly by the pressure upon its outer side, releasing the supplemental valve 41, which, together with the check-valve v49, is seated by the spring 50, thereby closing communication 'between the brake-pipe and4 brake-cylinder.

The further movementof the valve 14 opens the passage 60'to the. exhaust through the re-v cess 62 and allows theair'to escape from the brake-cylinderzthrough said passage and re cess, when thepiston of thebrake-cylinder is returned to its original position by a spring, releasing the brake -shoes in its backward movement. The auxiliary reservoirl is reehargedjas heretofore, by air which passes4 through asmall feeding groovein the chamber of the piston 12. Y

Figs. 8 to 11 show a modification' in which a different form of supplemental valve is employed, the same beingof'the slide instead of the puppet type, as in the case first described.

In this instance a central chamber, 67, vis formed upon the partition or division plate 65 of the supplemental valve-chamber 54, the chamber 67 being open at its inner end to the section of the chamber 54 which is provided with the brake-cylindervpassage 16, and comv leads. y

longed to extend intothe chamber 67, and car-y municating by a lateral port or opening, 68, formed in a valve face or seat, 69, ,on its side, with the outer section of the chamber 54, or that intogwhich the brake-pipe passage 17 The stem 70 of the piston'63 is prories a head, 7l, fitting therein. A spring, 72,

which bears against the head 71 and the end wall of the chamber 67 ,maintains .the piston 63 at the inner extremity of its traverse, except when the piston is moved by the pressure of -air admitted through theports 6l, as

1 previously described. The supplemental valve -pipe passage 17.

41' is a iiat slide, whichv works on the valveface 69, andis hel-d to a properbearing, thereon f by a spring, 73. The valve 41 is reciprocated to open andclose, as required, the port 68 by which traverses in a longitudinal/extension of 'the port 68, engaging a recess in the sideof the head 7l4 of the piston-stem 70. A checkvalve, 49, which opens inwardly and is seated by a spring-50, is fitted 'to seat inthe outer Y V7o `v the piston'63, a projection,'74,/onvthe`valve, j

end of the chamber 54. and controls commu-l i u nication between the chamber '54 and/brake'- The operation is similar to that lfirst described, the supplemental valve 41 being moved to open the port 68, by the piston 63 on the application of pressure to the latter from the auxiliary reservoir through'the ports 57, 58, and 6l inV the movement ot the' main slide-valve 14, and thev check-valve 49 being thereupon opened bythe pressure of air in the brake-pipe and passage 17 and admit-l -ting the sainey to the chamber 54 and brakecylinder passage 16. e l

Another modification lof my inventionI (shown in Fig. 12) is designed for use in connection with the ordinaryV or any desired form of `triple valve for the purpose, as in the pref, vious instances, of effecting quick and powerful action ywhen required. The supply of air from the auxiliary reservoir and triple valve to the brake-cylinder 7 in the application of the brake,-and `its exhaust from-the brakecylinder in their release, is in this case effected through a piston-chamber,v 75, which communicates with the triple valve by a passage, 76,:

roo 'l formed on or xed to its head or end plate,7 7,

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braking-that is to say, where .full braking y power is not desired to be exertedso that in such case the air may pass directly to the pisf ton of the brake-cylinder without moving the# Y piston 63, while the sudden admission of a greater volume of air will impart movement tothe piston. A valve-chamber, 54, which is connected or adjacent to the piston-chamber 75, communicates with the lbrakecylinder"7 l by a passage, 16, and with the main air-brake pipe by a passage, 17, communication between mental valve, 41, which opens outwardly or in the direction of the brake-pipe passage 17, Y and is normally seated by a spring, 50. The

ysaid passages being governed byV a supple- -valve 41 is iixed upona stem, 81, which exy tends into the piston-chamber 75 andbears at its end upon the4 piston thereof. The passage 17 may be provided withl an ordinary check-v valve opening inwardly to prevent the'return of air from the brake-cylinder on a diminution of the pressure in the brake-pipe below that in the brake-cylinder.

In ordinary braking, lair from the auxiliary reservoir and triple valve passes through the passage 76, ports 78, piston-chamber 75, and ports S0 and 79 into the brake-cylinder to effect the application of the brakes, and is similarly discharged to the exhaust in their release. Vhen the brakes are to be applied quickly and with full force, a greater quantity of air is suddenly admitted to the pistonchamber75,and,notndingsuiicient discharge through the port 80. moves the piston 63 in the direction of the valve 41, land through the stem 81, unseats said valve and admits air directly to the brake-cylinder from the brakepipe through the passages 17 and 16 and chamber 54, as in the instances before described. In the release of the brakes the valve 4l is seated by the spring 50.

I claim as my invention and desire to secure by Letters Patent- I. In a brake mechanism, the combination of a chamber or casing having direct connections to a brake-cylinder and to a brake-pipe, respectively, a valve controlling communication between said connections, and a piston or `diaphragm which is independent of and unconnected with a triple-valve piston and is actuated by pressure from an auxiliary reservoiriu direction toimpart opening movement to said valve, substantially as set forth.

2. In a brake mechanism, the combination of a chamber or casing having direct connections to a brake-cylinder and to a brake-pipe, respectively, a valve controlling communication between said connections. a piston or diaphragm which is independent'of and unconnected with a triple-valve piston and is actuated by pressure from au auxiliary reservoir in direction to impart opening movement to said valve, and a check or non-return valve controlling communication between said valve and the brake-pipe passage of the chamber, substantially as set forth.

3. In a brake mechanism, the combination, with a triple valve, of a supplemental chamber or casing having passages leading to a brake-cylinder and to a brake-pipe, respectively, a supplemental valve controlling communication between said passages, a supplemental piston operating independently of the and a passage establishing communication between said piston and an auxiliary reservoir through the main slide-valve of the triple-valve mechanism, substantially as set forth.

5. In a brakemechanism, the combination of a triple valve having its main slide-valve and valve-bushing provided with ports and passages for the admission and exhaust of air from an auxiliary reservoir to and from a brake-cylinder and to and from a supplemental valve-chamber, asupplementalvalve-chamber connected to the `slide-valve chamber of the triple valve and having passages leading to the brake-cylinder and to the brake-pipe, respectively, a supplemental valve governing a port or opening in apartition of said chamber between said passages, a piston fitting said chamber above a port leading to the main slidevalve chamber in position to ilnpart movement to the supplemental valve, a checkvalve governing the brake-pipe passage of the supplemental valve-chamber, and a spring or springs acting toseat the supplemental and check valves, substantially as set forth.

6. In a brake mechanism, the combination ofatriple-valve casing, a supplemental valvechamber composed of an inner section which is formed integral with the tri ple-valve casing and a separable outer section, each having a lateral air pipe or passage, and a supplemental valveseat formed in a division plate or partition interposed between and secured to the two sections of the supplemental valve chamber, substantially as set forth.

- In testimony whereof Ihave hereunto set my hand.

G EO. WESIING HOUSE, JR.

Witnesses:

J. SNOWDEN BELL, W. D. UPTEGRAFF.

IOC: 

